Simultaneous valve device for air-brakes.



No. 774,157. PATENTED NOV. 8, 1904. J. W. CLOUD.

SIMULTANEOUS VALVE DEVICE FOR AIR BRAKES.

APPLIoA-TION FILED MAR. 9, 1904.

No MODEL. SHEETS-SHEET 1.

mae/nbr:

j@ ff/..4

ZM @y W Aff/0m@ PATENTED NOV. 8, 1904.

ssHEBTs-SHBET 2.

J. W. CLOUD.

SIMULTANEOUS VALVE DEVICE FOR AIR BRAKES.

APPLICATION FILED MAB.. 9, 1904.

No Mopm..

PATENTBD NOV. 8, 1904.

J. W. CLOUD.

' SIMULTANEOUS VALVE DEVICE FOR AR BRAKES.

APPLICATION FILED MAB.. 9, 1904.

s SHEETS-HEBT 3.

N0 MODEL.

/ M m/wey,

JOI-IN WILLS Patented November 8, 1904.

PATENT Orifice;

LOUD, OF LONDON, ENGLAND, ASSIGNOR TO VVESTING- HOUSE AIR BRAKE COMPANY,OF WILMERDING, PENNSYLVANIA, A OORPORATIONOF PENNSYLVANIA.

SIMULTANEOUS VALVE DEVICE FOR AIR-BRAKES..

SPECIFICATION forming part of Letters Patent No. 774,157, dated November8, 1904.

Application filed March 9, 1904. Serial No. 197,356. (No model.)

don, England, have invented certain new and useful Improvements inSimultaneous Valve Devices for Air-Brakes, of which theifollowj ing is aspecification.

l Y Y -i- This invention has reference to pneumatic or air brakeappliances for railways, and has for its principal object to provide animproved form of device whereby to secure approximately simultaneousapplication and release of the brakes throughout the entire length ofthe train, regardless of the irregularities in the flow of the aircaused by the increase or decrease of the pressure therein from one end.

In pneumatic brake apparatus, as generally constructed, it is found thaton account of the length of pipe under the train which carries the airbackward through the various cars, any material change in the pressurein said pipe affects the forward end of the same sooner than it does therear end, that is, if the pressure in the forward end be increased itwill show quite a difference in pressure from the rear end, thedifference depending uponl the rate of increase, and contrariwise, whenthe pressure in the pipe is decreased the forward end will be the firstto feel the effect of the reduction, the fluid flowing forward from therear end after some of that at the forward end has escaped. The resultof this action of the air in the pipe is that in making serviceapplications of the brakes, and also in releasing the same, the irstbrakes are earlier affected than the rear brakes, and where theapplication is of considerable magnitude and the train long thisdifference in action may cause considerable surging in the train, and inthe case of release, if the forward brakes let go too suddenly, mayresult, and in some cases does result, in pulling the train in two sincethe front brakes may be practically or altogether 01T the wheels beforethe rear cars begin to materially let go.

In order to overcome the above mentioned difficulties I have designedthis present invention and illustrated the same in preferred form in theaccompanying drawings, in which- Figure l -is a sectional perspectiveview showing a cylinder and reservoir with the triple valve locatedunder the car and a short section of train pipe, the same being intendedto indicate the relative positions of the several parts and-the locationof my improved simultaneous valve device; i

Figure 2 is a sectional view through my improved valve device showingone form of construction thereof, the section being taken on a planelongitudinal of the train pipe;

Figure 3 is a transverse section on the line (3) of Figure 2; y

Figure ,4 is a sectional view similar to the view given in Figure 2 butindicating a modified form of the device with a sliding valve mechanismin place of the puppet valve type shown in Figure 2;

Figure 5 is a transverse view on the line (5) of Figure 4;

Figure 6 is a longitudinal section of another modified form of thedevice;

Figure 7 is a transverse section on the line (7) of Figure 6;

Figure 8 is a longitudinal section of still another modified form of myinvention; and

Figure 9 is a transverse sectional view taken on the line (9) of Figure8.

i Referring now more particularly to Figure 1 it will be seen that Ihave therein shown a brake cylinder l() an auxiliary reservoir l1, atriple valve l2 and a train pipe 13, the ar rangement and connection ofthe same being substantiallylike that which has been used heretofore incommon service in what is known as the automatic air brake of theWestinghouse type. It will be observed that the train pipe 13 isprovided with a branch iitting 14 from which there is a side outlet towhich a pipe l5 is connected leading to the triple valve. This is theusual construction on nearly all cars.

In carrying out my invention I provide the branch fittinglli with amovable vane or other similar device intended to be actuated by the iiowof the air in the main pipe 13 in either direction, such movable vanebeing coupled with means for governing the branch pi'pe connection orthe capacity thereof. Thus, referring to Figure 6 in which the fitting14; is shown in section, it will be seen that I have therein suspended avane 16 about a pivotal support 17, and arranged to control a smallopening' 18 leading to the branch pipe, the swinging of the vane eitherforward or back, that is, either to the right or left, being adapted torestrict or contract the opening 18 which will be of its largestcapacity when the vane hangs in vertical position, as shown in thedrawing. It will be obvious that other forms of valve device and vanecould be used if preferred, and for this reason I have indicated anotherform in Figures 8 and 9, in which the vane 16 is arranged to actuate acylindrical valve 19 that controls the restricted opening 2O asindicated in Figure 9, and in Figures 2 and 3 I have indicated anotherform in which the restricted opening 18 is controlled by a puppet valve21, which in turn is actuated by a vane 16 corresponding to the vane ofthe other Figures. Figures 4 and 5 indicate a sliding piston valve 22actuated by a vane 16 through the flow of the air in the pipe.

If preferred the vane employed may be weighted, as by attaching a weightindicated at 23 in Figure 8, or by making' the vane itself of heaviermaterial, as indicated in Figure 2.

The operation of my improvement is as follows:

Assuming the forward end of the train pipe to be connected at the endmarked A in each of the Figures 6, 8, 2 and 4, and the rear end at B ineach of said figures, and assuming that the pipe is fully charged withair and all the apparatus in running condition if now it be desired tomake a stop, some air is exhausted from the forward end of the pipe inthe usual manner, and this creates a iiow of air from B toward A, thatis toward the forward end of the train, and this at each car will actupon the vane 16 in the branch connection 141 tending to move it forwardand either altogether, or partially, choking the passage 18 and retarding the exhaust of pressure from the connected branch pipe until theentire train pipe has had an opportunity to feel the effect of thereduction made at the forward end.

Thus, the further hack in the train the branch pipe is, the less theopening thereto will be restricted and the more rapidly in proportion itwill feel the eifect of the train pipe reduction, and the proportioningof the openings 18 and of the vanes and the action thereof is made suchas will produce, as nearly as possible, simultaneous action of thetriple valves throughout the train.

In releasing the brakes the contrary action takes place, as will bereadily understood without further description as it is the merereversal of that already described.

It will be observed that in order to get the proper action of the vaneemployed by me it will be necessary that it should be located at ornea-r the junction of the branch pipe on each car, and in the line ofthe flow of the pressure but transversly to the current.

Having thus described my invention and illustrated its use, what I claimas new, and desire to secure by Letters Patent, is the following:

1. A simultaneous valve device for air brakes and the like comprising incombination a casing containing a port or opening leading to a branchpipe and provided with a passage way forming a part of the main trainpipe, means for controlling the extent or capacity of said. port oropening to the branch pipe, and a movable vane located in said passageway in position to be acted upon by the current of air flowingtherethrough, substantially as described.

2. A simultaneous valve device for air brakes or the like comprising incombination a casing' having` a port or passage way leading to a branchpipe, a passage way forming a portion of a train pipe, a valvecontrolling said port or opening,I to said branch pipe, and a vanelocated in said passage way in position to be acted upon by the currentof air in the pipe to control the opening of said valve, substantiallyas described.

In testimony whereof I have hereunder signed my name in the presence oftwo subscribing witnesses.

JOHN WILLS CLOUD.

Vitnesses:

R. DELFIELI'), A. A. BERGIN.

